9.1.1 Scope of application

 The requirements of this section apply to applying for CAP Assessment carried out by the Society, and issuing CAP Rating Certificate and CAP Assessment Report.

9.1.2 Reference documents of survey: CCS Guidelines for Condition Assessment Programme(CAP) for Existing Ships, hereinafter referred to as Guide.

9.1.3  CAP introduction

Referred to as CAP, Condition Assessment Programme is a technical service provided for applicants which is not related to ship’s classification, is an independent and complete assessment of classifying actual condition of ship according to detailed inspection, thickness measurement, strength calculation and performance test, etc. It provides applicant a ship’s actual condition technical document and statement related to structure strength, machinery & equipment and maintenance of ship’s life, and can be used by owner of cargo and/or concerned parties when entry into new charters or renewal of existing ones beyond expire dates, and can also supply rational evidence for repair and maintenance of prolonging service life of ship.

CAP rating is ranged from Rating 1 (Very good) to Rating 4 (Poor), standards of which are as follows:

Assess ship condition according to results of visual inspection, thickness measurement, and performance test and strength calculation, classify rating per rating standard in above table. Final rating of CAP is determined by CAP assessment team established by CCS.

CAP applies to oil tankers and bulk carrier of 15 years of age or above. It can also be used for oil tankers and bulk carriers at other ages, and for other types of ships.

9.1.4 CAP assessment coverage

CAP consists of 2 modules, one is Condition Assessment Programme for Hull structure (CAP for Hull, hereinafter referred to as HCAP), the other one is Condition Assessment Programme for Machinery (CAP for Machinery，hereinafter referred to as MCAP). The applicant can select either all, as appropriate, or one of them/a part of one module, but need to mark on the application Form.

-HCAP: Includes documents and records inspection, overall and Close-up survey, thickness measurement and analysis and structural strength calculation.

-MCAP: Includes documents and records inspection, overall inspection of machinery, performance test, oil sample analysis and vibration measurement.

9.1.4 CAP assessment coverage

 CAP consists of 2 modules, one is Condition Assessment Programme for Hull structure (CAP for Hull, hereinafter referred to as HCAP), the other one is Condition Assessment Programme for Machinery (CAP for Machinery，hereinafter referred to as MCAP). The applicant can select either all, as appropriate, or one of them/a part of one module, but need to mark on the application Form.

-HCAP: Includes documents and records inspection, overall and Close-up survey, thickness measurement and analysis and structural strength calculation.

-MCAP: Includes documents and records inspection, overall inspection of machinery, performance test, oil sample analysis and vibration measurement.

9.1.5 CAP assessment procedure

 The applicant who applies for China Classification Society (hereinafter referred to as CCS) service (such as ship owner, manager or bareboat charterer) needs to submit a written application to CCS Headquarters, together with an Inspection plan (inspection plan can be formulated according to inspection plan of special survey of ESP ships* and following drawings are to be supplemented: engine-room arrangement, shafting arrangement, bilge water and ballast piping drawing, cargo oil piping in tanks and on deck, etc).

The applicant is to apply to CCS at least 2 months before the commencement of CAP inspection. For assessment procedure, see figure below:

				CAP application
			Documents and record inspection
	General inspection
					Rating
	Internal inspection
				Certification and report
	Close-up inspection
	Thickness measurement
	Thickness measuring analysis
	Total longitudinal strength calculation
	Standard size calculation (can be selected)
	Fatigue strength analysis (option)

9.2.1 Survey basis

9.2.1.1 Rules for Classification of Sea-going Steel Ships and amendments.

9.2.1.2 Relevant unified requirements of International Association of Classification Society, such as UR Z, UR S, PR, REC.

9.2.1.3 Guidelines for Condition Assessment Programme for Existing Ships (CAP)

9.2.2   General requirements

9.2.2.1 CAP survey is a technical service provided for applicants which is not related to classification. It is an independent and complete certification of classifying ship’s actual condition according to detailed inspection, thickness measurement, strength calculation and performance test, etc.

9.2.2.2 CAP applies to oil tankers and bulk carriers of 15 years of age and above. It can also be used for oil tankers and bulk carriers at other age, and for other types of ships.

9.2.2.3 For additional requirements of RIGHTSHIP-CAP (bulk carrier), please see Appendix 4 of 2011 CAP Guide.

9.2.2.4 This Instruction includes minimum of general inspection, internal inspection and close-up survey, thickness measurement.

9.2.2.5 Any damage in association with wastage over the allowable limits (including buckling, grooving, detachment or fracture), or extensive areas of wastage over the allowable limits, which affects or, in the opinion of the Surveyor, will affect the ship’s structural, watertight or weathertight integrity, is to be promptly and thoroughly repaired.

9.2.3 Definition

9.2.3.1 Bulk carrier is a ship which is constructed generally with single deck, top side tanks and hopper side tanks in cargo spaces, and with single side or double side skin construction, and is intended primarily to carry dry cargo in bulk, including combination carrier(requirements of combination carrier belong to oil tanker). For structural type of bulk carrier, see Appendix 2, Chapter 2, Part 1 of Rule of the Society. Double skin bulk carrier is a ship which is constructed generally with single deck, top side tanks and hopper side tanks in cargo spaces, and all cargo holds are bounded by a double-side skin (regardless of the width of the wing space); and is intended primarily to carry dry cargo in bulk, including such types as ore carrier and combination carriers (requirements of combination carriers belong to oil tanker).

9.2.3.2  Oil Tanker: An Oil Tanker is a ship which is constructed primarily to carry oil in bulk and includes ship types such as combination carriers (Ore/Oil ships etc.), normally referring to single hull oil tanker. The structural details of oil tankers are given in Chapters 5 and 6, PART TWO of CCS Rules for Classification of Sea-going Steel Ships. Double Hull Oil Tanker: A Double Hull Oil Tanker is a ship which is constructed primarily for the carriage of oil in bulk, which has the cargo tanks protected by a double hull which extends for the entire length of the cargo area, consisting of double sides and double bottom spaces for the carriage of water ballast or void spaces.

9.2.3.3 Ballast tank means any tank or hold that carries ballast sea water, including side ballast tank, double bottom tank, top side tank, hopper side tank and peak tank. In case substantial corrosion is observed on combined cargo/ballast tank, it will be treated as a ballast tank. For the double skin side tank of double skin bulk carrier, even if it is connected up with the top side tank or hopper side tank, it will be treated as a separate ballast tank.

              Oil tanker ballast tank refers to tank which is independently ballasted by water or tank used for cargo oil/ballast, In case substantial corrosion is observed, it is to be treated as a ballast tank.

9.2.3.4 General inspection refers to overall inspection to exterior and interior of structure (when applicable), inspecting structural corrosion, damage and crack and integrity of structure.

9.2.3.5 Internal inspection refers overall inspection to internal tank to determine overall condition of hull structure and determine to conduct survey in the scope of additional close-up survey.

9.2.3.6 Close-up survey is a survey where the details of structural components are within the close visual inspection range of the surveyor, i.e. normally within reach of hand.

9.2.3.7 Transverse section covers all longitudinal members on section, such as deck, side shell plating, bottom plating, inner bottom plating, sloping plate of hopper side tank & top side tank, longitudinal bulkheads and longitudinal and girders on them. For transversely framed ships, the transverse section covers the frames and their end connection parts associated at the transverse section.

9.2.3.8

              Corrosion Prevention System: A Corrosion Prevention System is normally considered:

              a full hard protective coating with anode protection, or;

             full hard protective coating.

              Protective Coating is usually to be epoxy coating or equivalent. Other coating systems, which are neither soft nor semi-hard coatings, may be considered acceptable as alternatives provided that they are applied and maintained in compliance with the manufacturer’s specifications.

9.2.3.9   Hot spot area: area which needs to be paid attention to after fatigue strength analysis. All end details of longitudinal whose fatigue life is less than life of current ship and 3 years are regarded as hot spot area, where fatigue may take place.

9.2.3.10 Critical Structural Areas are locations which have been identified from calculations to require monitoring or from the service history of the subject ship or from similar or sister ships (if available) to be sensitive to cracking, buckling or corrosion which would impair the structural integrity of the ship.

9.2.4.1 General provisions

9.2.4.1.1 Hull Condition Assessment Programme (HCAP) is an evaluation aiming at actual condition of hull, generally is to include ship documents and record inspection, visual inspection, thickness measurement and thickness measurement analysis, strength calculation and rating of hull structural member.

9.2.4.1.2 Generally, hull inspection is to be conducted in dry dock.

9.2.4.2.1 Procedure requirements

 According to requirements of CAP Guide, ship company is to inform CCS within 2 months prior to CAP inspection, and the applicant (ship owner, manager or bareboat leaseholder) is to submit written application to CCS headquarters. Headquarters will review it, determine special CAP assessment team, designate full-time CAP inspector to attend on ship to conduct CAP survey. One of them is to participate in work of thickness measurement to control the whole process of thickness measurement and assure the data is real, and not leave out scope of thickness measurement. During survey, CAP inspector is to regularly report inspection condition to responsible person of CAP assessment team and inspection and management personnel of CAP headquarters.

9.2.4.2.2 CAP inspection plan

 Applicant is to draw up a CAP inspection plan before CAP inspection which can be regulated according to survey plan of ESP ship’s special survey. Including ship’s basic information, overview, main drawings, and following drawings are to be supplemented: engine-room arrangement, shafting arrangement, bilge water and ballast water piping system drawings, cargo oil piping layout diagram in cabin and on deck, etc. Determine location and area of close-up survey; area and requirements of thickness measurement; damage history and repair history related to this ship, etc. When draw up CAP inspection plan, is to consider any relevant executed inspection requirement of ship’s CLASS after last special survey. Can refer to II-C3-9.4.5.2/9.4.5.3 of Part 2 of Instructions to Surveyor and relevant requirements of II-C3-7.4.5.2/7.4.5.3 when draw up inspection plan.

CAP inspection plan is to be completed and submitted within one month ahead of CAP inspection; relevant inspection is not to be carried out before CAP assessment team confirmation signature has not been obtained

9.2.4.2.3 Inspection condition preparation

 Applicant is to prepare well for inspection, supply necessary work conditions and appropriate facilities, and confirm that captain has known CAP inspection will be carried out. During inspection, there is at least one mariner accompanying HCAP inspector and they are to keep good communication (such as high frequency).

Inspection condition is to include that tank/space which will be inspected is to be fully entered into, namely oil gas elimination, ventilation and enough light; cleaning and rust removal or surface reveal of area to be inspected, so as to make it show corrosion, deformation, crack, damage and other structure defect; safe and practical measures are to be supplied to close structure, so that CAP inspector can check hull structure. For detailed requirements, see provision of Clause 5.1.6, Chapter 5, Part 1 of the Rules for Classification of Sea-going Steel Ships and requirement details of II-C3-9.4.1--9.4.4 and II-C3-7.4.1—7.4.4 in Part 2 of Instructions to Surveyor.

9.2.4.2.4 Survey planning  meeting

  Prior to commencement of any part of the CAP survey, a survey planning meeting is to be held between the CAP inspector, the owner’s representative in attendance, the thickness measurement company operator (as applicable) and the master of the ship or an appropriately qualified representative appointed by the master or Company for the purpose to ascertain that all the arrangements envisaged in the survey programme are in place, so as to ensure the safe and efficient conduct of the survey work to be carried out.

(1) Schedule of the vessel (i.e. the voyage, docking and undocking manoeuvres, periods alongside, cargo and ballast operation plans, etc.);

(2)  Provisions and arrangements for thickness measurements (i.e. access, cleaning, descaling, illumination, ventilation, personal safety);

(3) Extent of Close-up survey and thickness measurement;

(4) Corrosion criteria (according to rating which has been assessed, refer to 2011 CAP Guide and additional requirements of RIGHTSHIP);

(5) Taking representative readings in general and where uneven corrosion/pitting corrosion is found;

(6) Performance of thickness measurement;

(7) Contact information of site CAP inspector, thickness measurement personnel and ship owner representative concerning findings

Supply necessary work conditions and appropriate facilities before inspection. Contact information of HCAP inspector accompanying the whole inspection.

9.2.4.3 Ship documents and record inspection and collection summary

 Before CAP inspection, is to check following documents and records, aiming at summarizing defect found in past inspection, especially repeat defect, such as fracture, crack, excessive corrosion and fatigue damage, etc. CAP inspector is to distinguish position of these defects when inspect and pay special attention.

(1) Ship’s CAP inspection plan;

(2) Valid ship’s certification (legal certification and ship’s classification certification, ship’s main elements, documents provided ship’s general condition, such as hull and equipment specification, hatch information, etc);

(3) Repair history of ship (including remodeling or rebuilding, this record is to include properties and repair method of defect); is to be described in CAP report;

(4) Survey records of ship (special survey, annual survey, intermediate survey and docking survey, generally are to at least check survey record of last 10 years.) are to be described in CAP report;

(5) Report of latest thickness measurement (can provide reference for drawing up inspection plan and site inspection);

Previous CAP report, if any.

9.2.4.4.1 General inspection

(1)  All weather strength deck;

(2) Shell plating (including chests);

(3) Rudder structure (refer to inspection requirements concerning rudder of 5.2.13 of Instruction of survey II-C3-5 Docking survey);

(4) Anchor and anchor chain cables (refer to relevant requirements of checking anchor windlass, anchor, anchor chain, chain stopper and hawse pipe of Instruction of survey II-C3-4-5/2.1).

Overall inspection for above-mentioned area, check its structure corrosion, damage and crack and the structural integrity. When check deck, is to pay attention to deck and integrity of its opening, with special attention to the possible stress concentration areas due to structural change or discontinuity, e.g. hatch opening, corners of superstructure and deckhouses, winch foundations and pipelines below deck equipment. When necessary, the surveyor is to take thickness measurement and renew the excessively corroded steel plates. The surveyor is to focus on the following parts to find possible cracks, deformation or excessive corrosion:

(1) Deck in way of foundation of derricks

(2) Deck in way of end transitory brackets of cargo hatch coaming;

(3) Deck at the corner of cargo hatches.

(4) Deck in way of stiffeners of hatch coamings

(5) Weld between access coamings and deck

(6) Connections between bulwark brackets and decks

Inspection to shell plating is generally conducted in dock. Check shell plate (including bottom plate, side shell plate and bilge strake) and corrosion and wastage and deformation of its weld seam, pay attention to shell plating and its opening and close facility, rudder gear and external component of propulsion system. And specially consider following conditions:

(1) The bottom plating, shell plate and welds of fore hull parallel to transitional areas of parallel are liable to excessive corrosion, deterioration or deformation due to chafing and bumping with ice on the voyage in icing area, being attacked by water flow and wave, or due to deterioration or contact by anchors or chain cables and by anything afloating.

(2) Side shell, bilge strake and bottom plating and interior structure may be deformed or deteriorated due to chafing or grounding.

(3) Bottom shell plate, also used as ballast tank/oil tank areas at sounding pipes,  cargo oil suction inlet and under ballast pipe line suctions.

(4) Wind and water strake (especially oil tanker) will easily corrode and the corrosion is more quickly than that of other area under effect of wind and wave;

(5) Keel plate and outer bottom shell are defective with deformation, cracks and etc. and remove part of the docks when necessary for inspection or thickness measurement.

Crack will easily appear at weld seam between toe of bilge keel and shell plating.

(1) All cargo holds

Examine cargo holds includes structure, pipes, bilge wells, freeing ports, sounding pipes and drainage system. Examine corrosion, deformation or damage of structure inside cargo holds with special attention to the general inspection of the following areas:

(a) Deck and under deck structure

It is difficult to maintain the lower surface of deck and deck beams, longitudinal, girders and brackets, which easily corrode due to cold, heat, humidity or corrosive goods. Besides that, hatch end beams and girders often have excessive deformation or damage due to strike of cargo handling facilities like grabs.

(b) Side shells plate and frame

Side plates at inner bottom plates are often affected by water and residual corrosive goods that lead to corrosion. Affected by fatigue stress due to bending weld heat affected areas and plates, both sides at roots of frames and web frames are easily corroded excessively to form continuous corrugated deterioration. The roots of frames will also have similar excessive corrosion. Besides that, frames and bilge brackets often suffer deformation or damage due to strike of cargo handling.

(c) Bulkhead

The inspection of bulkhead plate and its stiffener, see above.

(d) The double bottom and single bottom plate

Inner bottom plates are quickly corroded at both sides due to effect of water accumulation and residual corrosive goods. In cargo hatch area, the inner bottom plates will have panel sagging and deformation due to strike of cargo handling. Examine possible gap or crack and excessive sharp deformation with proper disposal of cutting and renewal.

(e) Bilge well, freeing port

(f) Inspect the corrosion status of the sewage well and outlet (if necessary, confirm the thickness), and the integrity and smooth of the suction filter. Examine corrosion of cargo holds bilge wells and freeing ports (thickness measurement when necessary) and integrity and smoothness of suction filter screen.Sounding pipe, air pipe, discharge pipe, etc

Examine corrosion of sounding pipes and air pipes through visual inspection and water head test. Examine the tightness of discharge pipes after being filled up with water.

(g) Drainage system

Visual inspection of drainage system (including pumps) and check for corrosion of pipelines with operation tests to confirm effectiveness.

The status of the corrosion control system inside cargo hold (if any) is to be inspected.

(2) All cargo oil tanks

Examination of cargo oil tank mainly include the inspections taken to structure, corrosion protection system, cargo piping system, heating coils, and sounding pipes, etc., for corrosion, cracks, buckling and deformation, damages, and so forth. The following areas where structural defects might occur are to have special attention at the survey:

(a) Deck structure

Due to the etching of cargo oil vapour, especially on oil tankers carrying the crude oil that has high sulphur content, serious pitting corrosion easily occurs on cargo oil tank deckhead or grooving corrosion may be found in the weld heat affected zone at connection between members and deck. Serious grooving corrosion will lead to fractures at connection of deck and structure, or deck local instability. Close attention is to be paid at the survey to the deck fitted with lifting and mooring equipment, the stiffener installed on the deck underside and particularly the bracket of deck longitudinal, where fractures easily occur.

(b) Inner hull plate and longitudinal / transverse bulkheads

Connection of inner hull plate and bilge hopper plate is an area in way of stress concentrations. For example, misalignment between inner hull plate, bilge hopper plate and horizontal girder of double hull spaces may easily lead to fractures at their connections. Fatigue cracks also easily occur at connection between transverse bulkheads to the upper and lower bulkhead stools.

(c) Inner bottom plates

Pitting corrosion is a localized corrosion often found in the inner bottom plating and normally initiated due to local breakdown of coating. Carriage of crude oil that has high sulphur content can lead to general corrosion and pitting corrosion on the inner bottom plating of cargo oil tanks particularly on the inner bottom plating at the aft end of cargo oil tanks where water accumulates due to the ship's normal trimming by the stern. By reacting with water many sulphur compounds can form acids, which are very corrosive. Once pitting corrosion starts, it is exacerbated by the galvanic current between the pit and other metal. The attack produces deep and relatively small diameter pits that can lead to excessive corrosion in structure.

If there is an arrangement of oil heating coils on inner bottom plating of cargo oil tanks, frequent attention is to be given to the corrosion on the plating, because of that the corrosion accelerates by temperature differences between the plating and the areas adjacent to it. In addition, pitting corrosion also easily occur at suctions/sinks for current action.

(d) Internal structures in cargo oil tanks

All the areas of bracket toes at deck transverse connection with inner hull plate and longitudinal bulkheads, bracket toes at connection of longitudinal bulkheads and inner bottom plating, bracket toes at the lower end of vertical webs on longitudinal bulkheads, and bracket toes at bulkheads horizontal girder connection with inner hull plate and longitudinal bulkheads, as well as the area of connection of cross ties and inner hull plate, are high stress areas. In case of mishandled nodes, fractures easily occur. It is to be paid duly attention at the survey.

(e) Cargo piping system, sounding pipes and  heating coils, etc.

Examine general conditions and corrosion of these pipelines and their clamps, flanges, bolts, valves, etc. especially the sides toward deck or bulkheads as well as bend pipelines. Verify their tightness and operation under working pressure.

(f) Corrosion protection system for cargo oil tanks (if any) is to be examined.

(3) All ballast water tanks

(4)Forepeak and afterpeak tanks

(5)Deep tank ( usually refers to the area within the cargo length)

Before internal inspection, all ballast water tanks, forepeak and afterpeak tanks and deep tanks are to be cleaned and have available ventilation, and be provided with sufficient internal illumination during examination.

The examination of seawater ballast tanks is to be noted its internal coating condition, it is also necessary to note the corrosion condition of anti-corrosion zinc block and wastage amount of it(such as remaining percentage, generally refers to the ratio of remaining volume of existing zinc block and the original volume of zinc block). All above conditions are to be described in the report.

In internal inspection of tank, if the coating is in good condition, only check whether structural deformation and integrity of tank boundaries exist, as well as the situation of the bottom plates of suction pipe and the bottom part of sounding pipe. If coating is in poor condition or no hard coatings or use a soft coating or semi-hard coating, the localized corrosion of coating off position is to be paid attention to. If tank use soft coating or semi-hard coating on the non-coating protection area, the evaluation of corrosion is to be made through visual, hammering, thickness measurement and other means. Excessive corrosion, deformation and damage founded are to be repaired accordingly. Generally speaking, the top part of seawater ballast tank, bulkhead between the fuel tanks with heating pipes, withstanding high stress or alternating stress area (such as the edge of manhole, lightening hole and drain hole), transition area, welding seam and the area of the bad quality of structural rust and coating during the construction stage are all easily corroded in advance of other areas, and with the reduction of structure scantling on corrosion section, leading to faster corrosion caused by higher stress or concentration, it becomes a vicious circle and leads to serious corrosion. These cases are more common in the upper part of the forepeak and after peak tanks and deck longitudinal, longitudinal bulkhead, web frame rings of top side tanks, and the conjunction points between the deck and bulkhead or web frame rings for tanker.

When conduct internal inspection, ballast pipe or other pipeline, especially the corrosion between oil pipes and conjunction points to bulkhead inside of seawater ballast tank, including welding seam and casing pipes, in particular the thickness reduction of bending pipes is to also be inspected. Also checking the pipe clamps, flanges and bolts on pipeline, drainage suction outlet and filter screen of sewage and ballast system, and the technical condition inside of all kinds of vales of pipeline.

(6) Engine room

Examine internal structure, plate corrosion, damage deformation, crack, etc. of engine room and engine deck spaces and boil spaces. When necessary, the checkered plates of engine room and boiler spaces are to be removed to examine the conditions of bottom plates and bilge wells. Pay attention to the easily corrosive parts of watertight bulkheads, lower brackets of stiffening plates, hull structures at boiler spaces, etc. with peculiar attention to the following parts where thickness measurement is required in case of any suspect:

(a) Tank tops and the brackets connecting shell plates in this part with frames and tank top plates, engine room bulkheads of tank tops and bilge wells.

(b) Seawater suctions, cooling pipes, side valves and discharge pipes as well as connected shell plates, etc.

(c) Top plates or side plates under boilers and pumps and their supporting structures, where serious corrosion often occurs.

(d) Fore and aft end bulkheads and penetrations.

(e) Bilge wells, be noted their excessive corrosion and pierces is one of the important reasons of engine room flooding.

(f) Bilge strake plating;

(g) Shell plating under main engine base;

(h) Root of web plate near lattice plate outside area around main engine base.

 Outboard discharge outlet in engine room and conjunction points of short tube next to the ship side, etc.

(7)All other tanks (pump room, cofferdam and pipe tunnels, etc, generally refers to cargo length areas)

For cargo pump rooms and pipe tunnels (if any):

(a) Confirming that no potential sources of ignition such as loose gear, excessive bilge accumulated oil, excessive oily vapour and combustible materials, etc., are present in or near the cargo pump room and that access ladders are in good condition.

(b) Confirming that installed pressure gauges on cargo discharge lines and level indicator systems are operational: conduct visual inspection and check if the pressure gauges are regularly calibrated.

(c) Examination of the condition of all piping systems in the cargo pump room so far as practicable: including visual inspections for cargo, ballast, slot and vapour piping, etc.

(d)  Confirming that the pump room ventilation system is operational, ducting intact, dampers operational and screens are clean.

(e) Examination, so far as practicable, of cargo, bilge, ballast and stripping pumps in the cargo pump room for excessive gland seal leakage, verification of proper operation of electrical and mechanical remote operating and shutdown devices and operation of pump room bilge system, including the remote system and local operating systems and checking that pump foundations are intact.

(f) Examination of all pump room bulkheads for signs of leakage or fractures, and in particular, the sealing arrangements of all penetrations in these bulkheads.

Check the inside structure of cofferdam, including sewage well, sounding pipe, air pipe, drainage pipe and drainage system, pay attention to their integrity and corrosion status, check whether the deformation and crack exist or not, confirm the integrity of structure.

9.2.4.4.3 Close-up survey

 Close-up survey refers to the inspection of hull structure within the close visual inspection range of surveyor, usually means survey within reach of hand so as to indentify and judge details of hull structures, hot spot area, critical structural area, and technical condition of welding seam and so on. General status of structure, coating and sacrificial anode (when applicable) are to be recorded in close-up survey, especially specific scope of local corrosion and structural defects (normally list clearly frame number, strake number, stiffener number, size, material, etc.). Take representative photos of hull structure and nodes and make detailed descriptive records for issuance of final inspection report.

Pay attention to the following points when conduct close-up survey:

(1) Pay special attention to corrosion and deformation status of structure details and weld seams. When find excessive corrosion on structure ( beyond allowable limit of corrosion) or structural instability, the inspection is to be extended to the same type structures;

(2) Pay special attention to the pitting corrosion of structural surface. When its density beyond 15%, measure the thickness in rang of 30 cm in the higher density areas, thickness measuring points are 5 and its minimum thickness measurement results will be recorded;

(3) Concern about the beginning of buckling and cracks under the stress action produced by corrosion which is throughout scallops, drain holes, butt weld and end areas;

(4) Is to focus on corrosion status of central web plate between frame span in tanks;

(5) Check whether there is grooving corrosion and its extent of fillet weld between web plates of shell frame inside cargo hold and side shell plating;

(6) The fillet welding between upper bracket of shell frame inside cargo hold and top side tanks, the fillet welding between the lower brackets and hopper side tanks;

(7) Note the toes of longitudinal bulkhead end brackets between longitudinal bulkhead and inner bottom plate inside cargo oil tanks of oil tanker, connecting brackets between vertical girder of longitudinal bulkhead and bulkhead longitudinal, large brackets at the end of horizontal transverse bulkhead stringers and so on;

(8) Note that the pitting corrosion and grooving corrosion which may exist on the surface of main deck, and their outfitting parts, fasteners, etc, such as bollard, air pipes, ventilators, base of the deck machinery, cross inlet of the crane column and deck pipeline, etc. Pay attention to the corrosion and cracks of roots.

(9) Concerned with areas of structural stress concentration, structural hard points and hot spot area.

(10) Area which easily causes defects.

Deck: The transition region of thicker deck and thinner cross deck outsides line of hatch opening, it is specially easy to cause grooving corrosion in the case of large thickness difference; region of discontinuous structure and stress concentration, corners of deck openings; deck at the terminal of bulwark; easy to corrode places of inside hatch coaming and vertical strake of top side tanks; hatch end beams; deck longitudinal and deck beams of the product oil tanker, etc.

Side tank: Deck plate and deck longitudinal; transverse bulkhead adjacent to the heating oil tanks (when applicable); the lower part of the sloping plates of top side tanks; face plate and web plate at the corner of web frame rings; the connection of side longitudinal, watertight bulkhead and web frame rings; welded joint; edge of the manhole and drain hole; poor drainage area, structural transition and discontinuous region; plate near the suction inlet and sounding pipes; region of the pipe crossed the top of tank; etc.

Cargo hold: junction of corrugate transverse bulkhead and stool structure of cargo hold; connection of side shell frames and end brackets; toe of bracket; around positions of the dual–purpose tank for cargo and ballast.

Minimum requirements of HCAP close-up survey of oil tankers and bulk carriers

 Close-up survey requirements of oil tankers

(1)  All complete transverse web frame rings in all ballast tanks (see Note 1);

(2) All complete transverse w frame rings in one cargo wing tank (see Note 1 and 4);

(3) A minimum of 30% of all complete transverse web frame rings in each remaining cargo wing tank (see Note 1, 3 and 4);

(4) All complete transverse web frame rings in one cargo oil tank, including deck transverse and cross ties  (if fitted) (see Note 1 and 5);

(5) A minimum of 30% of all complete transverse web frame rings in each remaining cargo oil tank, including deck transverse and cross ties  (if fitted) (see Note 1 and 5);

(6) All transverse bulkheads in all cargo oil tanks and ballast tanks (see Note 2);

(7) A minimum of 30% of deck and bottom transverse including adjacent structural member in each cargo centre tank, (see Note 3 and 4);

(8) Structural members in fore peak and after peak tanks;

(9) Structural members in all cofferdams and pump rooms in cargo area;

(10) External structure, namely weather strength deck and shell plating;

(11) “Hot spots” identified from the CAP fatigue strength assessment (if applicable);

(12) Possible problem areas identified from inspection of class records (see Note 6).

★Minimum requirements of HCAP close-up survey requirements of bulk carriers

(1) All shell frames in all cargo holds, including upper and lower end attachments and adjacent shell plating (see Note 1);

(2) All transverse bulkheads in all cargo holds, including internal structure of upper and lower stools (where fitted) (see Note 2);

(3) All inner bottom plates in all cargo holds;

(4) All transverse webs with associated plates and longitudinals in all water ballast tank (see Note 3);

(5) All transverse bulkheads in all water ballast tanks, including stiffener system (see Note 2);

(6) All ordinary transverse web frames in all double sides tanks (see Note 4);

(7) All cargo hold hatch covers and hatch coamings (plate and stiffeners);

(8) All deck plating and under deck structures inside line of hatch openings between all cargo hold hatches;

(9) Structural members in forepeak and afterpeak tanks;

(10) Structural members in all cofferdams in cargo area;

(11) External structure, namely weather strength deck and shell plating;

(12) “Hot spots” identified from the CAP fatigue strength assessment (if applicable)

(13) Possible problem areas identified from examination of class records (see Note 5).

Notes:

1 Only apply to single side shin bulk carrier;

2 Close-up Survey of transverse bulkhead to be carried out at four levels:

1) Immediately above the inner bottom and immediately above the line of gussets (if fitted) and shedders for transverse bulkhead without lower stool.

2) Immediately above and below the lower stool shelf plate (for transverse bulkhead with lower stools), and immediately above the line of the shedder plates.

3) About at the half of height of transverse bulkhead.

4) Directly inspect below upper deck and at place closed to top edge and below top stool bottom plate of ship with top stool or below top side tank; Immediately below the upper deck plating and immediately adjacent to the upper wing tank, and immediately below the upper stool shelf plate for those ships fitted with upper stools, or immediately below the topside tanks.

3 Transverse web frame in topside, hopper side and double side ballast tanks(double skin bulk carrier). In fore and aft peak tanks transverse web frame means a complete transverse web frame ring including adjacent structural members.

4 Only apply to double skin bulk carriers;

5 If design related fatigue cracks are found, all similar locations are to be close-up surveyed.

9.2.4.4.4When conduct visual inspection of general inspection, internal inspection and close-up survey, are to pay special attention to following potential defects:

(1) Crack;

(2) Local corrosion (pitting corrosion, grooving corrosion and edge corrosion);

(3) Deformation (bend, indent);

(4) Other defects (including buckling, corrugation, disconnection or fracture, etc).

For rating and limit of relevant defect, see Appendix1.

Rating criteria of visual inspection for structural element

According to result of inspection, visual inspection of structural elementt can be classified into 4 ratings. References of visual inspection to rating of structural element are as follows:

Crack

Crack of structural elements found in the survey is to be repaired. Once the crack is found, the rating result of this structural element is not to be higher than CAP Rating 2. Any recurring critical cracks found in main structural elements due to design defects, if no design modofications are carried out to avoid new cracks of similar type in the future, this structural element is to be rated as CAP Rating 3.

For rating criteria of local corrosion, see below table

Note: A= allowable local corrosion limit.

For RIGHTSHIP-CAP 2/5, maximum corrosion limit of any hull structure (including plate, primary and secondary member) is 65% of permissible diminution; while for RIGHTSHIP-CAP 2/3, its maximum corrosion limit is 75% of permissible diminution, namely “substantial corrosion” area is unacceptable.

Please note: Is to measure and describe degree of pitting corrosion (if any) during visual inspection.

For rating criteria of deformation, see below table

Note: D= allowable limit of deformation.

Rating criteria of coating condition

Coating condition can be classified into 3 ratings: Good, Fair and Poor, and corresponding to CAP 1, CAP 2 and CAP 3. Rating criteria of coating condition, see below table.

Note: for oil tanker, if coating condition is “fair” and “poor”, the maximum rating is to be only CAP Rating 3.

For rating of relevant coating condition, please refer to relevant technical requirements of IACS Recommendation 87 “GUIDE FOR COATING MAINTENANCE& REPAIRS FOR BALLAST TANKS AND COMBINED CARGO/BALLAST TANKS ON OIL TANKERS”.

For coating requirements of RIGHTSHIP-CAP 2/5 & 2/3, see below table.

Remarks * RIGHTSHIP-CAP has no requirement for coating of tank tops and including to 300 mm below the side shell frames lower bracket toes.

a. Condition of Rating 1

General: According to result of inspection and measurement, structure and equipment are in good condition, coating condition is good and structural members have no obvious corrosion, deformation, crack, and weld seam of structural members has no obvious corrosion, crack, not find renewal of primary structural members due to large amount of repairs.

b. Condition of Rating 2

General: according to inspection and measurement, find light defects, but structural member and equipment are still in normal condition, it is unnecessary to repair and pay special attention .

c. Condition of Rating 3

General: according to inspection and measurement, find defect or obviously thinning of structural member, structure corrosion is in substantial corrosion area, but average data of thickness measurement is higher than standard requirement of Classification Society for replacement, structure and equipment are in acceptable condition, it is unnecessary to repair, but need to be paid attention to.

d. Condition of Rating 4

General: according to inspection and measurement, find that structure and equipment has deficiency and defect which affect maintaining ship’s class, average data of structure thickness measurement is less than rated value of Classification Society, it is necessary to immediately repair.

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9.2.4.4.5.2Rating of visual inspection depends on inspection result; in general, final rating of visual inspection is determined by the worse of rating result of crack, local corrosion and deformation.

9.2.4.5.1.1 Extent of thickness measurement of oil tanker

(1)  At least 3 transverse sections are to be measured within cargo area, one of which is within the amidships. The transverse sections are to be selected in area where the largest reductions are suspected to occur or are revealed from deck plating measurements, and as far as possible to avoid areas which has been renewed or strengthened.  The complete section is to be measured, including:

- Deck or bottom area within 0.1D (D- moulded depth), is to at least measure one point on each plate within the span of each longitudinal, measure one point  on web and face plate of longitudinal frame and girder respectively.

- For areas other than those of above mentioned deck area and bottom, is to measure one point on each strake, one point on each web and face plate of longitudinal and girder.

The primary structural members required to measure in each transverse section is to include main deck, deck longitudinal, deck girder, longitudinal bulkhead and its stiffeners and girder, side shell plating, side longitudinal, side girder, bottom plate, bottom longitudinal, bottom girder, inner bottom plate, inner bottom longitudinal, sloping plate of hopper tank and its longitudinal, etc.

(2) For following structures, is to measure 5 points on each plate:

- All exposed main decks along the full length of the ship

- All bottom plates along the full length of the ship

- All wind and water strakes along the full length of the ship

- All inner bottom plates within the cargo area

(3) For following structures, is to measure 2 points on each plate:

- All continuous longitudinal  bulkheads within the cargo area

- Side shell plating outside wind and water strakes(including sea chest)

- All hopper tank sloping plates within the cargo area

- all continuous longitudinal stringers

(4) At least three web frame rings, fore, middle, aft in each cargo oil tank are to be selected, each web frame ring and adjacent structure are to be measured according to following requirements:

- One measurement each on the web and face plate for longitudinals and other stiffeners

- Two measurement each on platform plate and associated structural members.

- Two measurement each on the web and face plate for longitudinal girder

- Transverse webs, including faceplate, stiffeners and brackets.

- For transverse bulkhead and associated structural members, including swash bulkheads, internal structure of upper and lower stools (where fitted), plate and stiffener are measured at three horizontal levels.

(5) Each ballast tank:

- All transverse webs with associated plates and longitudinals.

- All transverse bulkheads and stiffener systems.

(6) Internal structural members in forepeak and after peak tanks:

- All transverse webs with associated plates and stiffeners.

- Selected  beams and frames

- Platform plate and associated structure.

- Watertight transverse bulkhead and its stiffener, including swash bulkhead and chain locker bulkhead.

(7) For cofferdams, pump rooms and other spaces in the cargo area, representative thickness data for all main structural elements are required.

(8) Other areas considered necessary by the attending CAP surveyor.

(9) Additional measurements are to be carried out if one or more readings indicate corrosion exceeding requirement to CAP 2 (substantial corrosion，75% of allowable margin) in accordance with the requirements in current CCS Rules for Steel Ships, PART ONE.

9.2.4.5.1.2 Extent of thickness measurement for bulk carrier

(1)  At least 3 transverse sections are to be measured within the cargo length area, one of which is within the amidships. The transverse sections are to be selected in area where the largest reductions are suspected to occur or are revealed from deck plating measurements, and as far as possible to avoid areas which part has been renewed or strengthened. The primary structural members required to be measured on each transverse section are to include main deck, deck longitudinal, deck girder, longitudinal bulkhead and its stiffener and girder, side shell plating, side longitudinal, side girder, bottom plate, bottom longitudinal, bottom girder, inner bottom plate, inner bottom longitudinal, top side tank sloping plate and its longitudinal, top side tank bottom plate, sloping plate of hopper side tank and its longitudinal, etc.

(2) For following structures, is to measure 5 points on each plate:

- All exposed main decks along the full length of the ship

- All bottom plates along the full length of the ship

- All wind and water strakes along the full length of the ship

- All inner bottom plates within the cargo area

(3) For following structures, is to measure 2 points on each plate:

- All continuous longitudinal bulkheads with in the cargo area

- Side shell plate outside wind and water strakes(including sea chest)

- All hopper side tanks and top side tank sloping plates within the cargo area

- All continuous longitudinal stringers

(4) Transverse bulkhead and associated structure of all cargo holds, including swash bulkhead, internal structure of  upper and lower stools (where fitted),  plate and stiffener are measured at three horizontal levels.

(5) Each ballast tank:

- All transverse webs and associated plates and longitudinal.

- All transverse bulkheads and stiffener systems.

(6) For single side skin bulk carrier, all shell frames in all cargo holds, including upper and lower end attachments and adjacent planking.

(7) Internal structural members in forepeak and after peak tank:

- All transverse webs and associated plates and stiffeners.

- Selected beams and frames..

- Platform plate and associated structure.

- Watertight transverse bulkhead and its stiffener, including swash bulkhead and chain locker bulkhead.

(8) For cofferdams and other spaces in the cargo area, representative thickness data for all main structural elements are required.

(9) All cargo holds hatch covers and coamings (plate and stiffeners).

(10) All deck plating and under deck structure inside line of hatch openings between all cargo holds hatches.

(11) Other area considered necessary by the attending CAP surveyor.

(12) Additional measurements are to be carried out if one or more readings indicate corrosion exceeding requirement to CAP 2 (substantial corrosion，75% of allowable margin) in accordance with the requirements in current CCS Rules for Steel Ships, PART ONE.

Please note:

1. If specific thickness measuring points are not stipulated for above specific structure, principle of its thickness measuring points is to be selected according to latest Guidelines for Thickness Measurement of Hull.

2. Relevant thickness measurement of 3 transverse sections selected within the cargo area is to be conducted as soon as possible and provide relevant thickness measurement data in time, so that drawings approval center can conduct CAP strength assessment in time.

9.2.4.5.2 Rules of exemption of thickness measuring points

(1)  In any case, exposed main deck, shell plate and inner bottom plate stipulated in 9.2.4.5.1.1(2) and 9.2.4.5.1.2(2) and thickness measuring points on transverse section stipulated in 9.2.4.5.1.1 (1) and 9.2.4.5.1.2(1) are to not be reduced.

(2) Only in the following cases, and obtain agreement of CAP inspector, the required measurement points can be reduced as appropriate:

The structural member is made of stainless steel (excluding stainless steel clad steel plate), or

Coating of both sides of the structural member during construction is kept completely, or

Located within fuel oil tank or cargo oil tank and representative thickness measurements reveal  no or slight thickness loss, and can meet requirements of CAP Rating 1 (less than 33% acceptable limit of corrosion). The representative thickness measurement data can represent the worst corrosion condition of measured area.

(3) Where reduction of measurement points is allowed, at least 10 points are to be measured as representative measurements on each primary member required for measurements within each tank/space, and at least five points are to be measured as representative measurements for each secondary member. If corrosion at any points of representative measurements is found to be greater than requirements of CAP Rating 1 (greater than 33% allowable limit of corrosion), an overall measurement is to be performed according to requirements of 9.2.4.5.1.1 and 9.2.4.5.1.2.

(4) Reduction of measuring points in accordance with the section of this Appendix are to be indicated  in the thickness measuring report and CAP report at the discretion of CAP inspector .

9.2.4.5.3 Thickness measurement records

(1)  Thickness measurement records are to be submitted to CAP inspector, including preliminary report and final report in the same day of thickness measurement. Thickness measurement personnel is to sign on copy of own actual thickness measurement records (copy of drawing) and submit it to surveyor each day or next day as preliminary report, thickness measurement records are to be verified by surveyor according to preliminary report of thickness measurement, surveyor may sign on final report only in the case of the final report is consistent with the preliminary report , preliminary report is to at least be kept till this verification is over.

(2) Thickness measurement records are to be drawn up according to Appendix 13, Chapter 5, Part 1 of the Recommended Procedures for Thickness Measurements of Oil Tanks, Bulk Carriers and etc.. Diagram in thickness measurement records are to correspond with actual ship, substantial corrosion is to be marked in thickness measurement records. Final thickness measurement records (including electronic documents) are to be submitted to surveyor before surveyor completes ship inspection, but if surveyor agrees, it can be submitted within 5 work days after inspection.

(3) Thickness measurement company is to provide 2 written records to surveyor for verification, meanwhile provide one corresponding electronic documents. Generally, electronic document refers to cover page, diagrams and text content in the form of PDF in final thickness measurement report signed by surveyor, but thickness measurement data is in the form of EXCEL.

(4) Parts of thickness measurement records conducted by recognized thickness measurement company within 12 months prior to CAP inspection are to be acceptable after being verified by CAP inspector, the thickness measurement records are to meet relevant requirements. If surveyor thinks results of thickness measurement which is not less than 25% are consistent, previous thickness measurement can be accepted as record of this CAP inspection; if there is bigger deviation between actual thickness measurement result and previous records, is to conduct thickness measurement once again.

Rating criteria of thickness measurement

Rating criteria of thickness measurement, see below table

Note: r= Thickness of actual diminution/allowable limit of diminution %.

Rating of thickness measurement

The main purpose of the analysis of thickness measurement is to establish the extent of general corrosion condition for each structural element to be rated, usually conduct thickness measurement analysis basing on thickness diminutions of ”as built” scantlings. If the applicant selects the re-assessment of scantlings (see 2.4.3 in “CAP Guide”), thickness measurement analysis may be based on the current rules scantlings. According to thickness measurement data of each tank/space/area, conduct measurement analysis according to structural element by adopting analysis method with 90% reliability (S-Curve method). The UTM based rating for the structural element is determined by which sector the element curve crosses the 90% percentile indicated by horizontal dotted line (horizontal dotted line as shown in below figure) and thickness measurement curve (for example, rating of thickness measurement of deck thickness is classified as CAP Rating 2).

9.2.4.6 Tank/space/area rating

 The overall rating for each tank/space/area is based on the overall structural average rating of each structural element. The tank average rating is calculated as the average of the overall structural average ratings for each structural element. The tank average rating is rounded as an integer governed by the following rules, namely, the tank/space/area overall rating.

(1) The rating  of tank/space/area is not to be better than one higher of the worst rating of visual inspection, thickness measurement and coating condition for the structural element;

(2) Where substantial corrosion is found in tank/space /area, the rating of the tank/space/area is not be higher than CAP Rating 3;

(3) Where the rating of visual inspection or thickness measurement of the structural element in tank/space/ /area is CAP Rating 4, rating of this tank/space /area is CAP Rating 4.

9.2.4.7 Survey rating

 All the tank/space /area of the ship are divided into the following three parts to be rated:

(1) Ballast tanks;

(2) Cargo holds/tanks (including cofferdams, bump rooms, etc);

(3) External structure (including weather strength deck and shell plating).

 The tank/space/area average survey rating is calculated as the average of all the same type tank/space/area overall ratings. The hull average survey rating is calculated as the average of the three types overall ratings above mentioned and is rounded as an integer governed by the following rules:

 The rating of such tank/space/area is not to be better than one higher of the worst rating of such type of all tank/space/area.

The worst rating of ballast tanks, cargo holds/tanks and external structure is decisive towards the final result of the survey rating.

9.2.4.8.1 General requirements

9.2.4.8.1.1 Hull structure strength assessment consists of three parts, i.e. calculation of longitudinal strength, re-assessment of scantlings and fatigue strength assessment, of which, re-assessment of scantlings and fatigue strength assessment are to be conducted according to different request of the applicant.

9.2.4.8.1.2 Calculation of longitudinal strength

At least 3 typical transverse sections *1 are to be selected in the cargo hold area for longitudinal strength calculation so as to conduct bending strength and buckling strength calculations, the ship’s still water bending moment used in the calculations are to be obtained from loading manual.  The following items are to be calculated:

（1）Calculate hull girder section modulus W required by the current CCS rules（2）Calculate the actual section modulus W_act of typical transverse section on deck and bottom basing on thickness measurement data;

（3）Calculate the buckling utilization factor η*2 of typical transverse section on deck and bottom basing on thickness measurement data.

Notes:

*1: Typical transverse section used in this section are consistent with those for thickness measurement.

*2: Buckling utilization factor η=σ/σc.

σ: Hull girder compressive stress in deck plate/bottom plate, N/mm²; calculate according to thickness measurement data.

σc: Critical compressive buckling stress in deck plate/bottom plate, N/mm², building size deducts standard thinning thickness.

For final buckling strength of deck plate/bottom plate, take arithmetic mean value of buckling utilization factor η of all panels of deck or bottom area.

9.2.4.8.1.3   Re-assessment of scantlings (optional)

Unless otherwise specially required by the applicant, in general the following scantlings of structure are to be re-assessed:

 (1) Shell plating and main deck and its stiffeners in the cargo hold area;

 (2) Transverse bulkhead and longitudinal bulkhead and its stiffener in the cargo hold area;

9.2.4.8.1.4 Fatigue strength assessment (optional)

Fatigue strength assessment is an evaluation of the fatigue performance of hull structural details based on the "as-built" scantling design with the deduction of the corresponding corrosion allowance. A simplified fatigue strength assessment is to be carried out for all the end connections of longitudinal stiffeners to transverse bulkheads and web frames within the cargo area, located on the strength deck, side shell, bottom shell, inner bottom and longitudinal bulkheads using a “nominal stress approach “.

 All areas with longitudinal stiffener end connections estimated to have fatigue life less than the current age of the vessel + 3 years have been identified as “hot spots” where fatigue problems may occur and close-up surveyed as part of the CAP survey. Fatigue strength assessment is to be carried out and completed prior to the CAP survey to enable the “hot spots” to be subject to close-up inspection during CAP survey.

 There might be a possibility of requiring reinforcement for “hotspots” after having reviewed the results of fatigue strength assessment together with actual condition by site survey and history (damage reports etc.).

9.2.4.8.2 Structural strength rating

1) The structural strength rating is based on the calculation of longitudinal strength. Strength calculation participated in rating consist of two aspects: bending strength calculation and buckling strength calculation.

Rating of bending strength: The actual transverse section modulus W_actin deck and bottom according to thickness measurement data.

Rating of buckling strength: The buckling utilization factor ηin deck plate and bottom plate according to thickness measurement data.

Strength rating criteria

Rating criteria of bending strength

The lowest of the deck and bottom rating is decisive towards the rating of bending strength. The bending strength is rated according to the table below:

Note: W= modulus of hull girder section of ”as built” scantlings or that required bycurrent rules.

2) Rating criteriaof buckling strength

The lowest of the deck and bottom rating is decisive towards the rating of the buckling strength. The buckling strength is rated according to the table below:

The lower of the bending strength and buckling strength rating is decisive towards the rating of the final structural strenbth rating.

9.2.4.10 Photo requirements

 In general,  normally make use of the digital photo, when take photo, pay attention to record date and time so as to settle photos, but photo used in the final CAP report is not to display date and time. Picture quality is to be excellent, and not be revised by computer, is to reflect general condition and any defect of structure. And is to pay attention to safety, can shoot only when foot are steady and hold firmly. Not to take photo when inspect, not inspect when take photo.

Photos are to be covered the following items:

(1) Full view of each tank (each at P. side and S. side), upper, middle and lower area of relevant typical structural members; representative parts of relevant typical details which easily corrode and damaged;

(2) Photo is to cover structure and area described in report of each tank as far as possible (if only can display structure, one photo can reflect several conjoint structures);

(3) The space where needs to be photographed is to be marked before taking photos (marked with existing sign or chalk), the photos of each tank are to be settled, identified in time, so as to avoid disorder;

(4) Take photo for relevant hot spot area, critical structural area in strength assessment;

(5) Photo attached on rating report is generally taken after repairing and painting.  However, it is to take photo for condition before and after repairing for part required to be repaired;

(6) If conduct coating in large area once again, is to select compared photo before and after typical coating;

(7) To avoid scaffold and other unconcerned goods and personnel as far as possible when shoot,  so that photo can clearly and definitely reflect structure;

(8) When take photo at ballast tank and other space with dark light, do not shine part required to be shot with torch to avoid affecting effect of photo;

(9) Condition of anti-corrosion zinc slab in ballast tank is required in inspection report, take photo to obtain evidence;

(10) Generally, it is necessary to select 6-8 photos for each tank on final CAP report, therefore is to at least take above 20 photos for each tank during inspection, this way, photos in final CAP report can clearly and definitely reflect structure and coating condition of each tank.

(11) Generally, is to take 12 photos for main deck, shell plating respectively.

(12) Photos in report are to be compressed uniformly (format of all digital photos in report is to be JPEG, 6 photos on each A4 paper; ratio of length and width is 4:3, size of each photo is 100kB-500kB and it is unnecessary to be larger than 1M). Photo in report is to have text description (for example, area or structure: Shell plating with longitudinal & Transverse web, Collision bulkhead & Bottom longitudinal & Side girder）

9.2.4.11.1 Crack

 Cracks of structural element found during inspection are to be repaired.

Hot spot areas are to be emphatically inspected (whether fatigue hot spot area has fatigue cracks, and other defects). With reference to fatigue crack, is to refer to previous survey history to judge whether it is repeat crack.

When find crack, the highest rating of this structural element is to not exceed CAP Rating 2.

Any recurring critical cracks found in main structural elements due to design defects, which may lead to CAP Rating 3 even after repairs if no design modifications are carried out to avoid new cracks or similar defect in the future.

Local corrosion

Rating criteria of local corrosion, see below table.

Note: A= allowable limit of local corrosion.

Corresponding corrosion limit of local corrosion is as follows:

(1) Even corrosion

Applied allowable limit of corrosion, for ship built according to CCS rules, use value stipulated in rules used by ship design making; ship which is not built according to CCS rules, adopt relevant rated value according to memo when tranfer of class, if no memo, rated value in CCS current rules is defaulted.

(2) Pitting corrosion

For allowable limit of corrosion, refer to Guidelines for Surveys and Repairs to Ship Structure Pitting Corrosions.

(3) Weld seam corrosion

Common area of grooving corrosion

Grooving corrosion commonly appears at surrounding of weld seam, area of grooving corrosion:

--Web plate of deck beam connected to deck/stiffener;

--Web plate of side/deck longitudinal;

-- Shell plating in the fore part of ship ;

--Joint of deck weld seam;

-- Web plate of shell frame connected to shell plating.

Allowable limit of grooving corrosion

If meet following conditions:

--Groove and edge are smooth and have no sharp concave-convex;

--Weld seam is complete, and thickness of surplus welding throat is acceptable;

Then:

(a) Minimum allowable thickness of web and face plate after grooving corrosion is as follows:

If width of groove does not exceed 15% of height of web plate and not exceed 100mm, the minimum allowable thickness in groove area: t_min = 0.75·t_as-builtbut not less than 6.00mm.

Figure. 1 Grooving corrosion

(b) Corroded weld seam on shell plate

Minimum thickness of weld seam or plate: t_min= 0.7 · t_as-built

If corroded groove of stiffener has sharp corner, it will be serious, when find this kind of corrosion, carefully attention to be paid. In case of finding grooving corrosion with sharp corner, grooving corrosion erea is to be renewed.

(4) Edge corrosion

(a) Common areas of edge corrosion

Mainly appear at the free edge of the opening of web plate and flat bar deck longitudinal; also mainly appear at the edge of manhole and lightening hole.

(b) Allowable limit of edge corrosion

Flat bar longitudinal

Allowable limit of free edge of longitudinal:

l Height of edge corrosion part is less than 25% of height of web plate of longitudinal;

l Edge thickness is not less than 1/3 t_as-built, and is uniform;

l Thickness of longitudinal without edge corrosion meets requirements of even corrosion limit.

Figure. 2 Longitudinal edge corrosion

(c) Manhole, lightening hole

Limit of edge corrosion of web plate at opening of manhole, lightening hole is:

l Edge thickness is not less than 1/3 t_as-built, and is uniform; the maximum scope of corroded edge is to not be larger than 20% of the minimum size of opening, and not larger than 100mm.

l so long as the biggest increasing of opening size does not exceed 10% of its area,the edge of corrosion area of the opening can be cropped and repaired.

Figure. 3 Manhole, lightening edge corrosion

9.2.4.11.3Structural deformation

CAP rating criteria of dsformation, see below table:

Note: D=allowable limit of deformation

Limit of hull structural member deformation

Structural deformation is classified into two categories:

(1) Buckling: refer to bend of steel plate between the frames, maximum deflection of which is to be measured along the shorter direction between the frames.

(2) Indent: refer to common bend of the frame and steel plate, maximum deflection of which is to be measured between the intact frame.

Limit of buckling of steel plate:

(1) deformation caused by impact

Strength deck with transverse framing, the maximum allowable bending f_max of buckling within 0.4L midships of sheer strake and bottomshell plate, provisions are as follows:

D≤2.6t, when s/t≤50

D≤0.06S, when s/t＞50

The maximum allowable bending f_max of buckling of other position with transverse framing and plate with transverse framing is provided as follows:

D≤3t, when s/t≤50

D≤0.07S, when s/t＞50

Of which: s— frame spacing at buckling, mm; t— thickness of plate at buckling, mm

(2) Deformation caused by stress

Deformation characteristics: Deformation of upper deck and bottom plate within 0.4L midships goes through overall width; there is regular wavy buckling formed in plate between the framing.

Deformation limit:

The maximum allowable deflection of buckling of transverse framing: D ≤ 15 mm +1.5t

The maximum allowable deflection of buckling of longitudinal framing: D≤20mm+2t

Of which: t— thickness of plate at buckling, mm

Disposal for deformation: make detailed record for the stress deformation, if deformation exceeds the limit, the plate is to be renewed by a thicker plate or to be strengthened.

Limit of indent:

The maximum allowable deflection of indent plate: D＜6L+10mm

Of which: L—span of frame, m

Provisions of other defects:

(1) The deviation of the free end of plate is not to exceed 4% of its length

(2) Buckling of keel plate, floor, and web plate of the double bottom girder is not to exceed 4% of its width.

(3) Buckling is not allowedon brackets, the relative deviation between the frame and beam at ends are not to exceed thickness of frame at this place.

(4) Obvious bending deformation between frames is not allowed.

(5) Special attention to its torsional strength is to be paid for the ship that total width of deck opening exceeds 0.6 times of ship breadth, or the length of the hatch exceeds 0.7 times of the distance between centrelines of cross deck of two ends of hatch. .

(6) The transverse strength member, especially where the transverse strength members nearby one forth length of the ship deformed regular, is to be strengthened.

Crack is not allowed on the stress members, especially sheer strake, deck stringer, end of the superstructure, the connection area at shipboard and hatch corner within 0.4 L midships.

9.3.1 General requirements:

9.3.1.1 Machinery Condition Assessment Program (MCAP) mainly covers documents and record inspection, visual inspection, performance test, measurement and collection of mechanical parameter, inspection of vibration condition, oil sample analysis and rating.

9.3.1.2 MCAP inspection involves systems/equipment such as main engine, generator set prime mover, propulsion shafting, steering engine, boiler, compressed air system, piping system in Engine room, electrical equipment, liquid cargo mechanical equipment, liquid cargo piping system, inert gas system, Lifting appliance in engine room, automation system, windlass and Mooring Equipment, Deck lifting appliance, hatch cover operating system and survival craft and launching appliances, 17 parts all together. For Inspection Item and Data Collection List of each system/equipment, see Appendix 6 of Guide.

9.3.1.3 Machinery Condition Assessment Program is to cover a sea trial.

9.3.1.4 Generally, it is to carry out and combine with a unloading operation when checking liquid cargo mechanical equipment and piping system of oil tanker ,

9.3.1.5 Integrity of documents is basic requirement of MCAP, if technical requirements are not integrated, it is suggested that MCAP is unacceptable.

Documents are to include main engine/auxiliary engine instruction book, sea trial report at period of shipbuilding. maintenance records, measurement records, oil sample analysis report, boiler water analysis report, spare parts list, etc.

9.3.2       Survey plan:

9.3.2.1    MCAP inspection plan is to be formulated by applicant. It aims at making the applicant understand basic requirement of Classification Society in advance, and do well early-stage preparations.

9.3.2.2    Generally speaking, inspection plan is to cover following contents:

1)             Ship’s basic information and parameter

2)             Ship’s equipment list

3)             Ship’s schematic diagrams and data: such as, drawing of Engine room arrangement, shafting arrangement, bilge and ballast piping, cargo oil pipe in cargo tank and on upper deck.

4)             Inspection condition (e.g.: cleaning, degassing, ventilation, lighting, etc)

5)             Damage history related to ship

6)             MCAP is to at least include a sea trial.

9.3.3.2.1 Survey items for inspection/test units in each system/equipment is to give following corresponding scores according to results of inspection:

Very good: 3 points

Fair:   2 points

Ordinary: 1 points

Bad:   0 point (not comply with requirements of this society)

Survey items for inspection/test units in each system/equipment refer to Appendix 6 of the Guidelines: Checklist for MCAP Survey Items.

9.3.3.2.2 Rating standard of scores of survey items for inspection/test units in each system/equipment is as follows:

May be Combine with experience of surveyor to determine the score of each unit or system according to operation condition during sea trial.

a)             Documents and record inspection:

Integrity of documents is basic requirement of MCAP, documents are to cover main engine/auxiliary engine instruction book, maintenance records, measurement records, oil sample analysis report, boiler water analysis report, spare parts list, etc. For liquid cargo ship, is to have winch brake test certificate which meets OCIMF requirements, the certificate is to be kept on board the ship. For bulk carrier, is to pay attention to special requirements of RIGHTSHIP, all windlasses and mooring equipment are to be conducted brake test of safe working load under witness of CAP inspector, after test is eligible, CAP inspector is to sign and issue a compliance statement, which is to be kept on ship.

If technical documents are not integrated, it is suggested that MCAP is unacceptable.

b)             Visual inspection:

Is to give score to visual inspection according cleaning, sealing, damage of equipment, whether there are oil leakage, corrosion, accessory condition, fixture, etc. As the case may be combined with experience of surveyor to determine score according to operation condition during sea trial..

c)             Function test:

★Test of safety protecting device:

When give score, can be divided into one-time pass and more than one times pass (whether test is adjusted), completeness and effectiveness of audible and visual alarm, accuracy of  set value of alarm . As the case may be combined with experience of surveyor to determine score.

★Dynamic property and economical efficiency of main engine

In giving score of main engine, is to also consider dynamic property and economical efficiency of main engine, in sea trial, is to pay attention to oil consumption and ship’s speed index, and can compare it with the same index that obtained during new building. As the case may be combined with experience of surveyor to determine score for specific.

★Readings difference of measurement device between in the vicinity and in central control room:

2 points------ instruments are complete, difference is within 2% measuring range;

1 point------ instruments are complete, difference exceeds 2% measuring range;

0 point------ instruments are loss or damaged.

★Boiler function test (applied to tanker), is to consider change of evaporation rate and steam outlet pressure.

3 points------ Evaporation rate and steam outlet pressure can reach to 95% and above 95% of original design standard;

2 points ------ Evaporation rate and steam outlet pressure can reach to 80% and above 80% and below 95% of original design standard;

1 point------ Evaporation rate and steam outlet pressure can reach to 75% and above 75% and below 80% of original design standard;

0 point------When evaporation rate and steam outlet pressure cannot reach to 75% of original design standard.

★Load test of main engine is to be scored, according to requirements in below table: (when score of this item cannot reach to 2 points, 1 point is to at most be given to main engine function test)

3 points------Under not less than 95% rated power, load test of main engine is in good condition;

2 points------Under not less than 80%  and below 95% rated power, load test of main engine is in good condition;

1 point------Under not less than 75%  and below 80% rated power, load test of main engine is in good condition;

Note: ① Load of main engine can be determined through actual measuring of the shaft power or according to supercharger speed of main engine corresponding with each power in workshop test report.

★Load test of auxiliary engine is to be scored, according to requirements in below table: (when score of this item cannot reach to 2 points, 1 point is to at most be given to main engine function test)

3 points------ Under not less than 95% rated power, load test of single auxiliary engine is in good condition;

2 points------ Under not less than 80%  and below 95% rated power,, load test of single auxiliary engine is in good condition;

1 point------ Under not less than 75%  and below 80% rated power, load test of single auxiliary engine is in good condition;

d)             Measurement and collection of mechanical parameters:

To the measurement data, and  to the equipment with allowable abrasion value, is to be scored according to compare allowable value to actual measurement data:

3 points------When actual abrasion value is 0-25% of allowable abrasion value

2 points------When actual abrasion value is 25-75% of allowable abrasion value

1 point------When actual abrasion value is 75-100% of allowable abrasion value

0 point------When actual abrasion value is larger than 100% of allowable abrasion value

e) Inspection of vibration: vibration is to be conducted by qualified measurement company, can rate according to conclusion of vibration measurement company. evaluation standard of vibration measurement shown in Appendix A.

2 or 3 points------Conclusion of measurement company report is excellent;

1 or 2 points ------Conclusion of measurement company report is acceptable;

0 point------Conclusion of measurement company report is unacceptable.

f) Oil sample analysis: Ship is to have perfect regular sampling, analysis system and record, in generally , it can be conducted by oil sample analysis organization approved by CCS, and provide report. Can accept continuous and valid existing analysis report that provided on board the ship, it is unnecessary to re-analyze for renewal oil.

3 points------Report displays that condition is good and can be used continuously;

2 points ------Report displays that oil sample exceeds standard, and has been corrected;

1 point ------Report displays that oil can be used continuously, but further attention is needed to be paid to;

0 point ------ Report displays that oil sample exceeds standard, if no evidence to testify that has been corrected on ship.

9..3..3..2.3 The score of each inspection/test unit  is obtained through method of taking average value according to scores of survey items for inspection/test units in each system/equipment.

Statistcal Weight table of each inspection/test unit in system/equipment:

For example: if windlass and mooring equipment, Cargo gear, hatch covers operating system, survival craft and launching appliances, etc… have no hydraulic oil operating system, statistcal weight of oil sample analysis is 0, statistcal weight of function test is 0.6.

9.3.3.6 General scale of rating

depended on rating of applied system/equipment,  obtain rating of the whole mechanical status (MCAP) according to requirements as follows:

Rating 1------Main engine, generator set prime mover, shafting, steering gear, boiler and other important equipment are to be Rating 1, other equipment/systems are to at least be Rating 2;

Rating 2------All systems/equipment are to be Rating 2 and above.

Rating 3------All systems/equipment are to be Rating 3 and above.

Rating 4------ Any systems/equipment are to be rated as Rating 4.

9.3.4.1.1Documents and records inspection

1) Instruction and operation manual of main engine

2）Workshop test report of main engine

3）Sea trial report of main engine

4）Running hours report of main engine（monthly）

5）Preventive maintenance program or plan

Calculate its score accordingto 9.3.3.2.1 and 9.3.3.2.3.

9.3.4.1.2Visual inspection

1）Engine frame, foundation and sump

2）Tie and foundation bolts

3）Camshaft, roller and cam

4）Camshaft drive gear or chain

5）Shielding of high pressure fuel oil lines : check integrity

7）Crank case safty valve：Check previous maintenance (PMS) records or adjusting records

8）Cylinder safety valve：Check previous maintenance (PMS) records or adjusting records

9）Leakage of flammable liquid

10）Apparatus and instruments ( such as thermometers , pressure gauges , etc.)

11）Exhaust piping and its support, exhaust piping insulation and protection, leakage of exhaust piping

Calculate its score according to 9.3.3.2.1 and 9.3.3.2.3.